Missouri Route 47 Franklin & Warren Counties, MO

Environmental Assessment and Finding of No Significant Impact Missouri Route 47 Franklin & Warren Counties, MO Missouri River Bridge at Washington JOB NUMBER J3P2155 and Missouri Department of Transportation Finding of No Significant Impact Missouri Route 47 Franklin & Warren Counties, MO Missouri River Bridge at Washington JOB NUMBER J3P2155 and Missouri Department of Transportation August 2011 This page intentionally blank Finding of No Significant Impact 23 CFR 771.121 Missouri Department of Transportation/Federal Highway Administration REGION STATE PROJECT NO. PROJECT TITLE, ENVIRONMENTAL DOCUMENT TYPE Missouri J3P2155 Missouri Route 47, Franklin and Warren Counties, Missouri Division Missouri River Bridge at Washington Environmental Assessment INCLUDES PROGRAMMATIC SECTION 4(f) and MEMORANDUM OF AGREEMENT FOR MITIGATION OF ADVERSE EFFECTS DECISION The Federal Highway Administration, Missouri Division, approved the Missouri Route 47, Franklin and Warren Counties, Missouri, Missouri River Bridge at Washington, Job Number J3P2155, Environmental Assessment (EA) on December 2, 2010. Notice of the EA’s availability was sent to agencies and the document was made available for public review on December 15, 2010. The EA was available at eight locations in the affected counties and also was posted on MoDOT’s District 3 website at http://www.modot.org/northeast/Route47BridgeatWashington.htm. The Selected Alternative to solve the transportation problems associated with the Route 47 Bridge is the adjacent upstream alternative. The selected alternative will replace the existing, deficient bridge with a new two-lane bridge approximately 50 feet upstream from the current location. This alternative will slightly realign the roadway beyond the bridge limits to tie into existing Route 47. The selected alternative will result in removal of the existing historic bridge after the new structure is built. The selected alternative was identified through public and agency involvement along with assessment of socioeconomic and environmental consequences. The public hearing was held in accordance with established MoDOT procedures. The department has considered possible social, economic, and environmental effects of the proposed improvements. No additional project impacts have been identified beyond those described in the original EA documentation. The project is consistent with local planning goals and objectives, and there are no potential conflicts of interest on this project. The City of Washington, Franklin County, and Warren County have all pledged funds toward the design of the new bridge. PUBLIC AND AGENCY REVIEW/COMMENT ON EA Public Comments A location public hearing was held February 28, 2011, at the City Hall in Washington from 5:00 - 6:30 p.m. Approximately 35 people attended the hearing, which was originally scheduled for January but postponed because of inclement weather. Comment sheets were available for attendees to provide written feedback. A ―virtual‖ public hearing was also available via the project’s website, where the EA and public hearing displays were posted for viewing by those not able to attend the public hearing in person. Because the document was available for public review in December 2010 and weather forced postponement of the hearing as originally scheduled, this project had an unusually long comment period, with comments on the EA accepted until March 14, 2011. Ten written comments were received from the public and local stakeholders: a January 21, 2011, letter from the Route 47 Bridge Committee, two comments at the hearing, and seven e-mailed comments. Most of the comments related to a bicycle facility in one way or another, reflecting a desire for a bike lane though not all favored the specific plan laid out. Two commenters mentioned safety concerns for Washington-bound bicyclists crossing Route 47 back and forth between the KATY Trail and the bridge. One proposed keeping all bicycle traffic on the east side of Route 47, instead of splitting the northbound and southbound bicyclists, to eliminate potentially dangerous crossings of the highway. The other wanted the KATY Trail connection with the bridge to avoid the Route 47/94 intersection, instead suggesting a separate new bike path going between Lake Creek and the Washington Airport east of Route 47. Response—Using the shoulders of Routes 94 and 47 from the trailhead at Dutzow to Augusta Bottom Road makes efficient use of the existing Route 47 and 94 infrastructure (graded shoulders), which will also be routinely maintained (cleared, resurfaced, and marked) with the pavement surface. This allows bicyclists to travel in the same direction as vehicular traffic; with rumble strips separating vehicular traffic from bicycle traffic, this is a safe and acceptable configuration. From Augusta Bottom Road to the City of Washington, both directions of bicycle travel would be on the east side of Route 47, protected by guardrail or barrier on the bridge. Two commenters proposed retaining the existing historic bridge or at least its main spans for use as a bike/pedestrian facility. One of those elaborated on the historic value of the bridge as one of the last remaining old truss bridges across the Missouri River in the state of Missouri and the iconic value of the bridge to the City of Washington. A complete summary of this individual’s comments and additional detailed response follows discussion of the Route 47 Bridge Committee’s comments. Response—Because of the expected on-going maintenance costs needed to retain the historic structure and the obstacles to navigation that the additional bridge piers would present, the existing bridge will be demolished if no proposals for adaptive reuse are forthcoming. Retaining the existing structure as a bicycle/pedestrian bridge, would result in a much greater future cost to reconfigure the new bridge to four lanes. Without bicycle/pedestrian accommodation, the new bridge would be 44 feet wide (two 12-foot lanes and 10-foot shoulders). Widening that in the future to the roughly 53-foot wide section of the selected alternative would require adding nine feet of roadway width, more than could be cantilevered from each side (typically a foot or two additional width). Therefore another girder line would be needed for that additional width and that girder line would need additional substructure, including another river pier, which would make the widening very expensive. One commenter suggested not overlooking tolling as a way to pay for the new bridge and asked whether the right of way planned would accommodate a toll collection facility. Another commenter proposed constructing the bridge wide enough to provide ten-foot shoulders in the four-lane configuration and questioning whether the four-lane configuration should have a traffic barrier to prevent crossovers. Response—Tolling is not currently an option for the bridge, so right-of-way requirements for a toll collection facility were not investigated. The initial two-lane bridge configuration with ten-foot shoulders is expected to perform at a satisfactory level of service for the foreseeable future based on twenty-year traffic projections. Although the bridge can be expected to last 75 to 100 years, traffic projections beyond twenty years are not considered reliable. The Route 47 Bridge Committee expressed agreement with the preferred alternative in their comment letter. Additionally, the committee raised several concerns and recommended several revisions to the EA including 1) the desire of local planners to provide as high a level of service as possible (and Washington officials’ willingness to work with MoDOT in the future to continually improve the level of service for Route 47), minimize peak hour traffic congestion, and ensure ―that traffic problems do not occur given the fact that the bridge is so crucial for the school, medical services, etc.‖; 2) local planners’ interest in the availability of sufficient right of way for a future transition of the bridge to four lanes; and 3) local designers’ desire for ―a careful review of expected traffic flows beyond the 2033 design year.‖ The Committee also requested that ―the bridge be easily expandable to 4 lanes, with adequate shoulders and 2 a bike path.‖ The bridge committee expressed particular concern about the proposed "S curve" at the south end of the bridge and requested softening or straightening this curve by acquiring a reasonable amount of additional right-of-way ―in order that a traffic and safety hazard not be created.‖ Sample preliminary drawings of such a possibility were provided. The committee requested clarification that the Traffic Management Plan would be drafted in concert with local emergency service officials from Washington and Warren County. Finally, the committee noted that the historic bridge is part of the identity of the community, ―Local branding for the Washington Area Chamber of Commerce, signs entering the community, signs and memorials in the City Hall complex area, signs for the Heidmann Industrial Park on the west side of town on Highway 100, all include a mock up of the graceful lines of the historic truss bridge.‖ They requested that aesthetics be addressed to provide a link between the design of the new bridge and the old bridge that will allow the community to retain this identity. Response—MoDOT appreciates the Route 47 Bridge Committee’s interest in the project and notes their desire for a high level of service. MoDOT’s practical design guidance determines the level of service to pursue, and

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